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Nash-Healey
1951 Nash-Healey
Overview
ManufacturerNash Motors
Also calledSeries 25
ProductionDecember 1950 – August 1954
Model years1951–1954
Assembly
Designer
Body and chassis
ClassSports car
Body style
LayoutFront-engine, rear-wheel-drive
PlatformWarwick Healey chassis
RelatedAlvis-Healey
Powertrain
Engine
  • Nash Dual Jetfire OHV I6
  • 1951-52: 234.8 cu in (3.8 L) 125 hp (93 kW; 127 PS)
  • Nash Le Mans Dual Jetfire OHV I6
  • 1952–54: 252 cu in (4.1 L) 140 hp (104 kW; 142 PS)
Transmission3-speed manual with overdrive
Dimensions
Wheelbase
  • roadster: 102 in (2,591 mm)
  • coupe: 108 in (2,743 mm)
Length
  • roadster: 170.75 in (4,337 mm)
  • coupe: 180.5 in (4,585 mm)[1]
Width
  • roadster: 64 in (1,626 mm)
  • coupe: 65 in (1,651 mm)
Height
  • roadster: 48 in (1,219 mm)
  • coupe: 55 in (1,397 mm)
Curb weight2,400 lb (1,089 kg) ~ approximate

The Nash-Healey is a three-seat luxury sports car or grand tourer produced from 1951 to 1954. It was marketed by the Nash-Kelvinator conglomerate in North America as a halo car to promote sales of its Nash Motors division.

The car was the result of a joint venture between Nash-Kelvinator and British automaker, the Donald Healey Motor Company. Nash supplied the drivetrain from their range-topping Ambassador model, and Healey provided the chassis and early bodies. One year after its introduction, the car was restyled by Carrozzeria Pinin Farina, and final assembly was transferred to Italy. The Nash-Healey is described by some as the first sports car introduced in the U.S. by a major automaker after the Great Depression.[2][3]

Various Nash-Healeys, some modified road cars and some purpose-built racers, competed in several endurance racing events, most notably posting a third-place finish at the 1952 24 Hours of Le Mans.

Origin edit

In December 1949, British engineer, rally driver, and automaker Donald Healey sailed for America aboard the RMS Queen Elizabeth ocean liner.[4][5] He was going for a meeting with General Motors' (GMs) Ed Cole, hoping to secure a supply of Cadillac's new 331 cu in (5.4 L) V8 engine. Healey planned to use the engines in his company's Healey Silverstone club racer. Two such Healey/Cadillac hybrids had already been built, one in the US by American sportsman Briggs Cunningham, and one in England by Healey's own Donald Healey Motor Company; the Cadillac-engined X 4 prototype.[6][7][8]

While aboard ship Healey encountered a man using an elaborate stereo camera system that intrigued him.[9][10] The man was George W. Mason, president of Nash-Kelvinator, who was returning to the US after attending a series of auto shows in Europe.[11] The two struck up an acquaintance based on their shared interested in photography. Hearing of Healey's plan, Mason told Healey to contact him if the negotiations were unsuccessful.[12] When GM turned Healey down due to their defense commitments, Healey contacted Mason, and development of the Nash-Healey started.

As part of the arrangement between the companies, Nash paid off Healey's £50,000 bank debt, which was to be repaid in assembled cars.[13][14][4][10] Completed vehicles were shipped to the United States for sale through the Nash dealership network.[10]

A prototype was previewed at the Paris Motor Show in October 1950.[5][10] The fate of this car is unknown.[citation needed] The Nash-Healey made its official debut in February of the next year at the 1951 Chicago Auto show.[5] The car's full name is the Nash-Healey Series 25.[15]

Some time after its release, the Chrysler Corporation purchased a Nash-Healey from a Detroit dealership, disassembled it, and submitted an analysis of it to executives of the company.[16]

The 1951 Nash-Healey is called the first post-war sports car from a major American automaker, as it was released two years before the Chevrolet Corvette.[17] This appellation excludes the limited volume Kurtis-Kraft and Muntz Jet, as well as the diminutive Crosley Hotshot, Super Hotshot, and Super Sport roadsters.[18][17]

Features edit

Body and chassis edit

A.C. Sampietro was an engineer who had worked for Alfa Romeo and Maserati in his native Italy, and then with Thomson & Taylor and Talbot in England before moving to Humber Limited, where he met Healey. While working at Humber during World War II (WWII), Healey and Sampietro began planning a new sports car for the post-war period.[12] The Donald Healey Motor Company was established in February 1946 in Warwick, England.[14][12] Sampietro designed the chassis that became the basis for the company's subsequent cars, collectively called the Warwick Healeys, in 1945.[19] This ladder chassis has main side members made of an upper "Top hat" steel rail with a plate added to close the bottom.[20][21]

The Nash-Healey is built on an evolution of the Healey chassis called the N-Type.[12] It is described by some as a modified Silverstone chassis, but with the earlier model's cruciform bracing deleted and the chassis reinforced by strengthening the side members.[22][23]: 5, 6, 8 [24][25] The cars are capable of seating three abreast, having a full width bench seat with a cutout in some to clear the shift lever, and in others to indicate the driver's location.[26][27][28]

The Nash-Healey body went through two styling iterations. Early cars had an enveloping ponton body designed at Healey by Len Hodges, with input from Nash and using Nash trim pieces, including a Nash-sourced grille.[14][25][29][9] The bodies were produced in aluminum by Panelcraft Sheet Metal of Birmingham, England.[30][31] These cars had a windscreen made up of two flat plates of glass joined at an angle in the centre.[26] Some of these early Nash-Healeys were true roadsters, with spring-loaded side curtains that slid down into the door, while later copies of this original body style had wind-up side windows.[26][32] In the first year, Healey was responsible for the car's final assembly.

For the 1952 model year, Nash commissioned Italian designer Battista "Pinin" Farina and his Turinese carrozzeria, Pinin Farina, to revise the Nash-Healey's body design.[33] The redesign is credited to Adriano Rabbone.[34][35] Pinin Farina also had a hand in creating the Golden Airflyte design language that debuted in Nash's product line in 1952, although most of that work was done by Nash's in-house staff, including their Chief Designer Edmund Anderson.[36]: 83 [37][10] For the Nash-Healey, Pinin Farina styled a new grille that encompassed narrowly-spaced inboard headlights. Nash called this feature "Safety-Vu", and suggested that it improved safety by concentrating the beams and shining underneath any fog ahead of the car.[38] The sides gained distinct fender character lines ending with small tailfins in the rear. A curved windshield replaced the previous two-piece flat windshield.

The restyled car appeared at that year's Chicago Auto Show.[33]

The Pinin Farina redesign was a true convertible right from the outset, with roll-up windows. The new new Italian-built body had an aluminum hood, trunk lid and dashboard, while the reat of the body panels were made in steel.[39][40] While some references say that this increased weight and resulted in a performance penalty, others say that the Pinin Farina bodied car was lighter than the original Panelcraft skinned model.[40][41]

"roll-up windows, not a roadster, got a new front end with headlights inset into the grille, a motif that would appear on the 1955 Ambassador. The '52 also got a one-piece windshield, some side contouring, and rear fender flares that kicked up into short tailfins."[10]

Not all reviewers considered the Pinin Farina body more attractive than the original.[10]

Suspension and running gear edit

The Nash-Healey's front suspension is Healey's signature trailing arm system with light alloy arms, designed by Sampietro. Springing is by coils, with lever arm dampers. An anti-roll bar is also fitted in the front. In the rear, a Nash-supplied torque tube and live axle replaced the Riley Motor parts used in the Silverstone.[26][5] Lateral location of the axle was handled by a Panhard rod.

The car had 10 in (254 mm) drum brakes from Bendix, as used on the Nash Ambassador, all around.[9][4] 4-ply 6.40×15-inch whitewall tires were mounted on steel wheels dressed with full-diameter chrome hubcaps. The interior featured leather upholstery, foam rubber cushions, and an adjustable steering wheel.[42]

Engine and transmission edit

 
Nash Le Mans Dual Jetfire engine

In place of the Riley parts found in earlier Warwick Healeys, the Nash-Healey's powertrain consisted mainly of Nash-supplied items.

The engine was a modified version of the overhead valve (OHV) inline six engine used in the Nash Ambassador. Early cars had a bore and stroke of 3.375 × 4.375, and displaced 235 cu in (3.85 L).[43] Healey fitted a lighter, higher-compression aluminum cylinder head in place of the cast-iron Nash original, and added twin 1.75 in (44 mm) SU carburetors. This raised power from the stock engine's original 112 hp (84 kW; 114 PS) to 125 hp (93 kW; 127 PS).

The engine was backed by a 3-speed manual Borg Warner transmission and a Borg Warner overdrive. The car's torque tube and rear axle were also supplied by Nash.[5][26]

Partway through 1952, starting with serial number N-2251, the cars' engines were enlarged to 252 cu in (4.1 L) by increasing the bore to 3.5 in (89 mm).[15] The earlier SU carburetors were replaced by two American-made YH Carter Carburetors.[44] These changes brought power output up to 140 hp (104 kW; 142 PS).

Engine/cylinder head article.[45][46][47]

A small number of cars were fitted with McCulloch superchargers from the factory, including Mason's personal car.[48][49]

Model year changes edit

1951 edit

 
Nash-Healey emblem

The production model debuted at the February 1951 Chicago Auto Show,[31][36]: 81, 82  followed that month by the Miami Auto Show.[18] As a sports car also classified as a grand tourer for its luxury appointments and extreme price, the car served its purpose and was campaigned in several racing circuits.[50][51][52]

The car was launched with the 235 cu in (3.85 L) version of the Ambassador inline six engine, with an aluminum cylinder head and dual SU carburetors. Nash marketed it as the Nash Dual Jetfire engine.[53]

104 of these cars were built.[43][33][10]

The only colors available were "Champagne Ivory" and "Sunset Maroon". The suggested retail price (MSRP) of US$3,767 F.O.B. New York City was considered to be high.[54]

Donald Healey gave the first example to Petula Clark,[31] with the registration number PET 1.

Ann Hulme in Number 1, Petula Clark.[55]

1952 edit

 
1953 Nash-Healey roadster
 
Nash-Healey roadster

A revised body design done by Pinin Farina debuted this year. Some described the new design as "magnificent".[56] Others did not appreciate the inboard headlights.[57]

Nash engines and drivetrains were sent from Kenosha, Wisconsin to England for installation in Healey frames. Healey then sent the rolling chassis to Italy, where Pinin Farina's craftsmen fashioned the bodywork and assembled the finished product. The completed cars were then exported to the U.S.[58][59]

The original 235 cu in (3.9 L) engine was replaced by a 252 cu in (4.1 L) version of the same design as a running change this year.[15]

1953 edit

 
Nash-Healey coupe
 
Nash-Healey interior

The 1953 model year saw the introduction of a new closed coupe.[60] Capitalizing on the third-place finish at Le Mans by a lightweight purpose-built Nash-Healey, the new coupe was called the "Le Mans" coupe.[61] The coupe's wheelbase was extended to 108 in (2,743 mm), while that of the open model, now called a convertible, remained at 102 in (2,591 mm). ref???

Also in honor of their Le Mans results, Nash renamed the powerplant the "Le-Mans Dual Jetfire Ambassador Six" in 1952.[41] Displacement was raised to 253 cu in (4.1 L).[43] This engine used two Carter carburetors in place of the previous version's SUs.

402 of this revised Nash-Healey were built.[43][33]

By 1953, the cars' complicated logistical production process resulted in a $5,908 sticker price, nearly double the new Chevrolet Corvette's $3,513.[58]

The 1953 "Le Mans" model was awarded first prize in March of that year in the Italian International Concours d'Elegance held at Stresa, Italy.[62]

Leveraging the popularity of golf to promote their cars, Nash Motors and Nash dealers sponsored what the automaker described as "more than 20 major golf tournaments across the country" in 1953, and golfer Sam Snead was shown with his Nash-Healey roadster on the cover of the June 1953 issue of Nash News.[63][64]

Another marketing strategy, Product placement, saw Nash-Healeys make appearances in several movies and television productions. A roadster owned by Dick Powell was driven by George Reeves, as Clark Kent, in four TV episodes of the Adventures of Superman.[65][66] Another roadster appears in the 1954 film Sabrina starring Humphrey Bogart, William Holden, and Audrey Hepburn .[67]

Susan Slept Here (1954), Sabrina (1954), The Desperate Hours (1955), The Fast and the Furious (1954), On the Beach (1959), Adventures of Superman.[68]

Convertible discontinued before start of 1954 model year.[15]

1954 edit

 
1954 Nash-Healey "Le Mans" coupe

Nash was reorganized as a division of the American Motors Corporation (AMC), formed as a result of a merger of Nash-Kelvinator with the Hudson Motor Car Company, on 1 May 1954. Nash had few resources available for marketing or further development of this niche market car in comparison to its volume models.[69] By this time AMC also knew that Ford was planning a similarly luxurious two-seater, but with V8 power, that would be released as the Ford Thunderbird. In light of the low sales numbers for the preceding years, Nash delayed the introduction of the 1954 models until 3 June and discontinued the convertible, leaving just a slightly reworked "Le Mans" coupe, distinguished by a reverse slanted "C" pillar and a three-piece rear window instead of the previous one-piece glass.

Healey was increasingly focused on its new Austin-Healey 100, "and the Nash-Healey had to be abandoned."[70] Although the international shipping charges were a significant cost factor, Nash cut the POE (port of entry) price by more than $1,200 to $5,128. Production ceased in August. A few remaining 1954s were sold as 1955 models.[71]

The 1954 model year Nash-Healey price to the public was close to $6,000 (US$68,074 in 2023 dollars) compared with around $3,500 (US$39,710) for a Chevrolet Corvette and $3,000 (US$34,037) for a 1955 Ford Thunderbird.[6]

Production edit

Production of the Nash-Healey began in December 1950.[42]

All 1951 Nash-Healeys were British-built. Bodies were crafted at Panelcraft Sheet Metal and final assembly was completed at the Healey factory in Warwick. The 1952 through 1954 models were built in Italy by Pinin Farina.

Nash-Healey production numbers
1951 104
1952 150
1953 162
1954 90
Total 506

The Nash-Healey registry has a total of 520 entries, including prototypes and race vehicles.[7]

Planned successors edit

Wisp edit

Nash's designer, Ed Anderson, wanted to bring the design for a successor to the Nash-Healey back in-house after Pinin Farina restyled the car for 1952. In 1953 he created the Wisp. Sketches of the car show a low 2-seater with a tapering tail and side coves, foreshadowing the Corvette. Master Modeler Charl Greene created a wooden scale model of the Wisp to show to management, but Nash did not have the resources to fund development of a new car for a small market. Anderson requested a quote from Pinin Farina to have a single copy built for him personally, but did not go ahead with the project.[72]

Palm Beach edit

The 1956 Nash Rambler Palm Beach was a design commissioned by Mason as a possible successor to the Nash-Healey. The shape was drawn by Pinin Farina. This 2-seater featured a large circular air intake at the front, reminiscent of Farina's Lancia PF200 of 1953, and prominent tail fins.[73][74] The car was built on a Nash Rambler chassis, and was powered by a Rambler straight-six flathead engine mated to a 3-speed manual transmission.[75] The car debuted on Farina's stand at the 1956 Turin Auto Show, after which it was in the personal collection of Roy Chapin Jr., CEO and Chairman of American Motors, until it was purchased by Joe Bortz. In 2007 the Palm Beach was bought by Jacques Harguindeguy.[73]

Technical data edit

Nash-Healey 1951 Roadster 1952 Roadster 1953 Convertible 1953-54 Coupe
Engine: Nash Ambassador Dual Jetfire OHV inline 6 Nash Ambassador Le Mans Dual Jetfire OHV inline 6
Engine materials: Cast iron block, aluminum cylinder head
Bore × Stroke: 3.375 in × 4.375 in (86 mm × 111 mm) 3.5 in × 4.375 in (89 mm × 111 mm)
Displacement: 235 cu in (3,851 cc) 253 cu in (4,146 cc)
Compression ratio: 8.1:1 8.25:1
Maximum power: 125 bhp (93 kW) at 4000 rpm 140 bhp (104 kW) at 4000 rpm
Maximum torque: 210 ft⋅lb (285 N⋅m) at 1600 rpm 230 ft⋅lb (312 N⋅m) at 2000 rpm
Valvetrain: Single cam-in-block, pushrods, rocker arms, 2 overhead valves per cylinder
Induction: 2 × SU H4 2 × Carter YH
Cooling: Water-cooled
Transmission: Borg Warner T-86E 3-speed manual with Borg Warner overdrive
Steering: Marles steering gear[76]
Brakes f/r: Bendix 10 in (254 mm) drums / 10 in (254 mm) drums
Suspension front: Trailing arms, coil springs, hydraulic lever arm dampers, anti-roll bar
Suspension rear: Torque tube, live axle, radius rods, coil springs, telescopic dampers, Panhard rod
Body/Chassis: Light alloy body, steel chassis Steel and alloy body, steel chassis
Track f/r: 53 / 53 in (1,346 / 1,346 mm) 53 / 54.87 in (1,346 / 1,394 mm)
Wheelbase: 102 in (2,591 mm) 108 in (2,743 mm)
Tyres f/r: 6.40 - 15
Length
Width
Height:		 170 in (4,318 mm)
66 in (1,676 mm)
55.5 in (1,410 mm)		 170.75 in (4,337 mm)
64 in (1,626 mm)
48.65 in (1,236 mm)		 180.5 in (4,585 mm)
65.87 in (1,673 mm)
55 in (1,397 mm)
Weight: 2,780 lb (1,261.0 kg) 2,920 lb (1,324.5 kg) 3,140 lb (1,424.3 kg)
Maximum speed: 103 mph (166 km/h)
Acceleration 0–60 mph (0–97 km/h): 11.5 seconds

Prototypes and factory racers edit

Some early factory prototypes, from both Healey or Pinin Farina, some of which survive, had bodywork that differed from the production models.[77]

Pagoda roof.[77]

Healey X 5 edit

The Healey X 5 was the prototype for the upcoming Nash-Healey, and was the result of the earlier X 4 having had it's Cadillac V8 engine replaced by a Nash inline six cylinder engine.[7][78] It is described as a Healey Silverstone chassis, adapted for the new drivetrain.[79]

The car was entered in the 1950 Mille Miglia, with drivers Donald and Geoff Healey. With a new exhaust manifold and the head shaved to raise compression, it finished ninth in class and one-hundred seventy-seventh overall.[5][80]

It was then raced in the 1950 24 Hours of Le Mans.[81] As cars with cycle fenders had been banned from competing at Le Mans, the original Silverstone items were removed, and two full-length side pieces were added that gave the appearance of a full-width body.[82][5] Driven by Duncan Hamilton and Tony Rolt, the car finished in fourth place overall.[79][81]

Healey X 6 edit

[83][78][5]

Healey X 7 edit

X 7. Check these refs.[13][14][4]

X 7 is a Tickford design.[77]

Healey X 8 edit

Healey X14 and X15 edit

For the 1953 Le Mans race the factory prepared two cars with redesigned bodies.

Coker had been hired by Donald Healey as Body Engineer for the Nash-Healey project. He would go on to design the Austin-Healey 100.[84]

"In 1953 Healey built two new competition versions of the Nash-Healey with extended bodywork front and rear. They were fitted with Laycock-de-Normanville overdrives. The aerodynamic aluminium bodies were fitted with their own space frames in order to provide torsional stiffness. These, in turn, were welded to the race proven Healey chassis. Aerodynamic efficiency was improved further by having almost full undershielding. The front wings were cut away and between the front and rear wheels, the sides of the body curved inwards with the objective of improving air-flow to the brakes. These cars, which were painted in American white and blue racing colours, were prepared at the Warwick factory but entered in the name of the Nash Corporation. A single car was entered in the Mille Miglia for American driver John Fitch, but that car retired with a broken rear axle.

Both cars ran at Le Mans but in terms of engine performance the competition had moved on; the Nash-Healey was left with nothing much more than a mildly tuned production engine that had never been particularly sophisticated to start with. One thing above all though, which the people at Nash could be very proud of, it had proved durable. Nevertheless, Leslie Johnson and Bert Hadley drove their car to 11th place which matched its race number 11. "[78]

1953 Spyders.[85]

X15, and X14 (with registration number NH2023).[86]

Laycock de Normanville overdrive in these cars.[87][78]

Body design by Gerry Coker.[87]

Sampietro's experimental hemispherical combustion chamber cylinder heads were gone.[87]

In April, racing driver John Fitch entered one of the new lightweights in the 1953 Mille Miglia, but he was sidelined after suffering both a minor engine fire and a broken axle at the beginning of the race.[87]

Both cars went to Le Mans in June, one driven by Leslie Johnson and Bert Hadley, the other by Pierre Veyron and Yves Giraud-Cabantous, but the French drivers were no luckier than they had been in 1952, dropping out after only nine laps due to oil pump failure. Johnson and Hadley pressed on, finally managing 11th place."[87]

Customized Nash-Healeys edit

Anderson, Chakmakian, and Moore/Viland cars edit

Edmund Anderson.[88][16]: 31 

Carl Chakmakian.[89][90][91]

James Moore, Product manager for American Motors, and Les Viland.[88] Siata chassis. Bored to 347 cu in (5.7 L)

Woods car edit

Built for unnamed physician. 283 cu in (4.6 L) Chevrolet small block swap from a Corvette.[92]

Tyroler car edit

Charles Tyroler II purchased a 1952 Nash-Healey that was originally equipped with a McCulloch supercharger. Tyroler had the Nash engine swapped out for a big-block Chevrolet 348 in 1957.[49][93]

Bowersox car edit

Original owner traded the car to Rocky Bowersox for a Jaguar (model???)

"Rocky sold the car to Wallace Washburn in Monterey in 1954. Wallace was a member of the Zellerbach family from San Francisco and wanted a sporty runabout for the street. According to Rocky, the car was so fast that Washburn soon took it to be detuned at Roller Chevrolet in Monterey, where he instead traded it in for a new Olds. The next owner was either Roller himself or one of his sales people. The car was used for touring. In 1956 or 57, it was loaded up for a cross country trip to the Indy races. While the owner went inside for some forgotten items, someone stole the car. Later it was rumored that it was crashed and dumped in the Crystal Springs Reservoir in San Mateo County (San Francisco water supply). There is a great deal of mystery about the car's history over the next couple of years. It was acquired in 1959 by Bob Olinger, auto wrecker and body shop owner from San Jose. Bob indicates that the car had been an oval track racer and dragster when he got it, but can not remember who the previous owner was. He used the car as a dragster, driving it to and from events until about 1962, when he put it away under a tarp at his wrecking yard in Milpitas. The car sat there until 1988, when a new owner bought it for Vintage racing. The car had been under that tarp, used as a storage bin and step ladder to get to difficult to reach parts for over 15 years. The pristine body work you now see has had considerable work — the fenders were smashed down to the wheels, and the hood was cut up so that a massive, ugly air scoop could protrude. The car is presently equipped with its original 331 Cadillac that Rocky put in it in 1953. The Healey number plate KWD947 was added in the spirit of its creator, Donald Healey, who used this highly transient number on many new creations. Donald also drove his somewhat tattered entries to events and vacationed in them afterward."[94] "Sold new in Monterey, California, then traded back in. Subsequently bought by Rocky Bowersox, owner of the Rocky Point Restaurant in Big Sur. Bowersox swapped the original straight-six out for a Cadillac V8, the motor Donald Healey wanted for the model but that Cadillac refused to provide. Later owned by Wallace Washburn, then sold to Bob Olinger in 1959. He raced it on oval tracks and drag strips before covering it with a tarp in ’62. It sat until 1988, when a vintage racer purchased it, reportedly with fenders flattened by years of use as a step ladder. Miles Whitlock picked up the car in 1992 and has owned it since."[95][96]

Dworschack car edit

Customized Nash-Healey.[97]

Flajole car edit

Bill Flajole.[77][98][99]

Promotion for ???. Ted Williams (never drove)

Fernandez car edit

Jaguar engine, Moss Gear transmission, Jaguar suspension and brakes. Sold by son Anthony Fernandez.[100]

Motorsports edit

Alpine rally.[101][79]

Nash at Le Mans.[59]

Carrera Panamericana course car edit

A Nash-Healey served as the course car for the 1951 Carrera Panamericana, described as one of the most dangerous automobile races of any type in the world. Driven by Chuck Stevenson, the Nash-Healey ran ahead of the racers to ensure the way was clear on "the world's greatest road race".[102]

Endurance racing edit

To create a racing pedigree for the marque Donald Healey built four lightweight Nash-Healeys for endurance racing[103] Like the road cars, they had Nash Ambassador engines and drivelines. Fitted with higher-compression aluminum cylinder heads, special manifolds, and twin SU carburetors, they produced 200 hp (149 kW; 203 PS). The cars had spare, lightweight aluminum racing bodies. Three open versions were built, and one coupe. These cars competed in four consecutive Le Mans races and one Mille Miglia.

1950 Mille Miglia edit

 
X 5 prototype in racing trim.

X 5[104]

1950 Le Mans edit

Tony Rolt and Duncan Hamilton campaigned the X 5 prototype at Le Mans in 1950. It was the first-ever Le Mans entry to have an overdrive transmission. Not only was the car one of the 29 finishers from the field of 66,[105] but also finished in fourth place. This outstanding achievement sealed Healey's contract with Nash for a limited production run of the road cars.[106] Roger Menadue, head of Healey's experimental department, played a significant role in the success: He filed slots in the backplates of the brakes and extended the adjusting mechanism to a small exterior lever. Thus in a matter of seconds, he could adjust the brakes during pit stops without jacking the car up—an innovation that was said to save as much as half an hour at each stop.[107]

(One ref says that X 5 had a coupe body in 1950, that was transferred to X 6 for the 1951 race. Pictures at CSI indicate that in 1950, X 5 was an open car with a fairing behind the driver.)

1951 Le Mans edit

In the 1951 Le Mans race Rolt and Hamilton took fourth in class and sixth overall behind a Jaguar, two Talbot-Lagos, and two Aston Martins. They finished immediately ahead of two Ferraris and another Aston Martin.[108]

For the 1951 24 Hours of Le Mans, a new car with enclosed coupe body, designated X 6, was fielded.[78][83][5]

1952 Le Mans edit

 
X 8, the lightweight Nash-Healey that placed third in the 1952 Le Mans 24-hour race

Sampietro designed a new crossflow cylinder head with an elaborate cross-pushrod arrangement to drive the two valves per cylinder arranged at 90° to each other in hemispherical combustion chambers.[45][47] Installed in X 5.Cite error: A <ref> tag is missing the closing </ref> (see the help page).

Mentions the Alvis-Healey, and Nash-Healey Spider. Racing results for several cars, races in 1953. Other years linked on site.[85]

Good article on the racing cars.[78]

Early history, voyage, some Le Mans info.[109]

Healey Racing article in Nash-Healey Newsletter.[110]

Alvis-Healey edit

In Britain, Healey sold a model with Hodges' original Nash-Healey bodywork as the Healey Sports Convertible. The Nash grille was replaced by a different piece, the power bulge in the hood was deleted, and other minor features such as a scuttle vent, fog lamps, and revised wheel covers, were added.[111]: 4 

Powering the car was a 3.0 L (183 cu in) inline six cylinder engine from the Alvis TB 21 fed by two SU carburettors.[111]: 4  Built on a G-Type chassis, it is commonly called the Alvis-Healey.[5]

The Alvis-Healey also used the clutch and transmission from the Alvis, and replaced the Nash-Healey's torque tube rear drive with a rigid Salisbury axle suspended on coil springs and located by trailing links, with the drive reaching the rear axle via an open Hardy-Spicer driveshaft.[5][23]: 2, 3 [111]: 4 

Approximately twenty-five examples were built.[5][112]: 10 

References edit

  1. ^ "1953 Nash album". oldcarbrochures.com. pp. 6–7. Retrieved 2 November 2020.
  2. ^ "Nash Builds a Sports Car". Popular Mechanics. Vol. 95, no. 3. March 1951. pp. 107–109. Retrieved 17 July 2022 – via Google Books.
  3. ^ Schorr, Martyn L. (26 November 2019). "Nash-Healey: First American Sports Car". Car Guy Chronicles.
  4. ^ a b c d "Donald Healey — The Man Behind the Cars" (PDF). Nash Healey Newsletter. June 2012. pp. 8, 9.
  5. ^ a b c d e f g h i j k l Severson, Aaron (1 March 2012). "Born on a Boat: Donald Healey and the Story of the Nash-Healey". Ate Up With Motor. p. 2.
  6. ^ a b Wilson, Jeremy. "History and Production Notes". Popular Restorations. Retrieved 2 November 2020.
  7. ^ a b c "Nash-Healey Chassis Numbers". Nash Healey Registry.
  8. ^ Neville, Rick (July–August 2016). "Nasty Boys" (PDF). Austin Healey Magazine. pp. 8–11.
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